Car-stop.



PATENTED AUG. 18, 1903.

C. GLAGHORN.

CAR STOP.

APPLICATION FILED MAR. 5. 1903.

2 SHEETS-SHEET 1.

NO MODEL.

PATENTED AUG. 18, 1903.

C. R. CLAGHORN.

GAR STOP.

APPLICATION FILED MAR. 5. 1903.

2 SHEETS-SHEET 2.

N0 MODEQ.

Iatented August 18, 1903,

PATENT OFFICE.

CLARENCE R. CLAGHORN, OF IVEI-IRUM, PENNSYLVANIA.

CAR-STOP.

SPECIFICATION forming part of Letters Patent No. 736,691, dated August18, 1903.

Serial No. 146,375. (No model.)

To an whom it may concern:

Be it known that LOLARENOE R.CLAGHORN, a citizen of the United States,residing at Wehrum, in the county of Indiana and State of Pennsylvania,have invented certain new and useful Improvements in Car- Stops, ofwhich the following is a specification, reference being had therein tothe accompanying drawings.

This invention relates to improvements in the devices for stopping andsubsequently releasing the cars of a train or series which it is desiredto permit to advance after they have been stopped sometimes one at atime, sometimes in pairs, 850., one place where cars are so handledbeing a coal-tipple used in connection with coal-mines.

Figure 1 is a side view of a part of a track structure sufficient toillustrate the manner of employing my improvement, the track structurehere being part of a coal-tippling mechanism of well-known form. Fig. 2shows the track in cross-section at the line mm, Fig. 1, and also showsthe rotary part of the carstopping mechanism. Fig. 3 is a plan view ofthe devices shown in Fig. 2. Fig. 4 is a .rear elevation of the frame orstandard parts shown in Figs. 2 and 3. Fig. 5 is an end elevation ofthis frame or standard. Fig. 6 is a front view of the rotary part of thecar-stop detached. Fig. 7shows the same in end view. Figs. 8 and 9 are aside viewand plan of the yoke or stirrup which engages with the spring.Fig. 10 is a side View of the parts shown in Figs. 2 and 3. Fig. 11 isan View of a modified form of the rotary element of the carstop. Fig. 12is a central vertical section of the same. Fig. 13 shows the lever andconnecting device for operating-the stationary part of the stop deviceinside elevation. Fig. 14 is a plan view of the same. Fig. 15 is a detailview of the ratchet for the rotary part of the car-stop.

In the drawings there is shown a track having rails A A, these beingsupported upon suitable ties B. The latter can be placed upon the groundor upon a framework, such as shown at O. r

A car-tipple mechanism is represented in the drawings for the sake ofillustration, it being indicated as a whole by D and having movabletrack-rails (Z, which can be turned orrotated in order to throw the carinto such position that its contents can be emptied therefrom. It willbe understood, however, that the parts particularly embodying thefeatures of the presentinvention can be used in connection with othertrack systems and other tippling mechanisms. When use is made of alaterally-rotating tippling mechanism, it is desirable to permit twoor'inoro cars to advance at a time; but when the endwise-acting tipplersare used generally but a single car is handled at a time. The apparatusfor stopping the cars and controlling their passage in such numbers asmay be desired consists of the following:

E indicates a shaft or journal-bar mounted in bearings h in a bracket orplatform H, having standards h. The apertures in the standards whichreceive the ends of the shaft are elongated, as shown at h", so that theshaft can have motion bodily therein, the ends of the shaft beingsquared or provided with dowel-pins which prevent it from rotating inthese bearings.

The bracket or platform II is preferably of substantially the shapeshown or one equiva-' lent thereto, so that it can be securely fastenedto the ties or track structure, as shown at B.

On the shaft or journal-bar E is mounted the rotary element of the stopdevice, (indicated as a whole by F.) It comprises the sleeve or tubularportion fand the lugs f, the latter being preferably cast integral withthe sleeve and at the ends thereof. tral part of the sleeve is formedwith one or more lugs or enlargements Gr. As the edges of these lugs fand G haveto receive more or less severe blows and be subjected toconsiderable wear, I attach to them plates f and g, which can be removedin case of breakage or wear and have others substituted. The sleeve ortubular part f and the shaft E are preferably provided with a suitableratchet mechanism which will permit motion in one direction, but preventit in the opposite, a simple form of ratchet being illustratedin Fig. 15and consisting of a ball I, seated in'a cavity iin the shaft and adaptedto engage with the outer sleeve- The rotary part of the stop devices (towit, the sleeve f and the lugs carried thereby) is The cen-- heldintermittently against rotation by means of the stop J. This is aswinging arm secured to a rock-shaft which is mounted in hangers it thatextend down from the bracket or platform II. The upper end of this arm Jis convex, its curvature being described from the axis around which thearm swings. This arm when in its active position stands upright ornearly upright in the path of thelug or lugs G at the central part ofthe sleeve f. The reinforcing or wearing plates 9 engage with this armwhen the parts of the stop are in operative position.

The stop-arm can be moved out of the path of the lug or lugs G by thelever K, which is pivoted at 7c and is connected to the stop by means ofthe pitman L, the rock-shaft M, and the pitman N, the rock-shaft Mhaving crankarms m and m, the former pivotally connected to the pitman Land the latter connected to the pitman N.

R is a spring having one end connected to a crank r, secured to therock-shaft M, and the other end being connected to a stationaryfastening, as to the ear r, secured to the framework. This spring actsnormally to move the stop-arm J to its operative position and causessuch movement of it as soon as the lever K is released from the hand ofthe operator.

In order to prevent breakage or injury to the apparatus by the shocks orblows imparted by the moving cars when they come against the stopmechanism, I employ buffers and arrange the rotary parts so that theycan yield under the pressure or blow from a car when the stationary stopJis in its active position. I

P is astirrup or yoke having eyes 19, which engage with the ends of theshaft or journalbar E.

Q represents springs, each arranged to bear at one end against one ofthe standards h and at the other end to bear against the outer,

part of a yoke P. Normally the springs bear against the yokes and holdthe shaft or bar E and the rotary part of the stop at their extremeposition in the direction from which the cars approach. When a blow orpressure is exerted by a car, the rotary devices can yield more or lessin the opposite direction, the shaft or bar E moving forward in theelongated or slotted apertures 76* under the tension of the springs Q.

The mode of operation of a mechanism such as above described will bereadily understood. If it be desired to permit cars to pass the stopmechanism one at a time, a rotary stop element of the character shown inFig. 11 will be used, it having two of the lugs G diametrically oppositeto each other. The cars of the train are uncoupled, and the forward caris by those behind it pressed against the lugs f of the rotary part F,the parts being so constructed and related that the front axle of thecar is in contact with the lugs. When it is desired that a car shouldpass, the

curved upper end of the arm E insuring its being easily moved. As soonas it is disengaged the pressure of the train of carsstarts the rotarypart E into motion, the front axle of the forward car by bearing againstan upwardly-projecting lug f causing one-fourth of a revolution. Thenthe rear axle of the forward car strikes the next lug and impartsanother quarter of a revolution. This brings the opposite lug G aroundto where it contacts with the stop-arm E, the spring R having returnedthis stop from its open or inactive to its active position immediatelyafter it had been moved by hand. Consequently the third axle--that is,the forward axle on the next car-will be positively stopped and theforward motion of the remainder of the train will be arrested. If it isdesired that the cars shall advance in such way that two of them at atime can pass the stop, a rotary part like that in Fig. 7 is used, withbut one cam or lug G. In such case when the stoparm J is released itwill be inactive while four axles pass; but into contact with it willcome the cam or lug G again when the fifth axle approaches-that is, thefirst axle on the third carand it will be seen that sets of cars of anynumber can be allowed to pass and the remainder of the trainautomatically arrested by properly varying the number of lugs f and G.

By employing two sets of stop-lugs f, situated at relatively longdistances apart, I can effect a stopping of the cars without torsion orany of the disadvantages incident to the use of a single stop, such as Ihave employed heretofore. Both ends of the axle can be firmly arrestedby this device.

What I claim is 1. In mechanism for arresting and releasing cars, thecombination of a stationary stop element and a rotary stop elementhaving two contact devices for engaging with a car, one near one side ofthe car, and one near the other, substantially as set forth.

2. In a mechanism for stopping and releasing cars, the combination witha stationary stop element of two step-by-step moving devices adapted tobe arrested by the stop, and in turn to engage with the car, one at oneside of the latter, and the other at the other, and both actingsimultaneously, substantially as set forth.

3. In an apparatus for arresting and releasing cars, the combination ofthe relatively stationary stop and the two sets of rotatingcar-contacting devices adapted to be arrested by the said stop and toengage simultaneously with a car, one upon one side and the other uponthe other side thereof, substantially as set forth.

4. In an apparatus for arresting and releasing cars, the combination ofthe rotary stopping devices adapted to yield bodily forward whenstopping the car, substantially as set forth.

5. In an apparatus for arresting and releasing cars, the combination ofthe stationary stop and the rotary stop having the lug or engagingdevice at its center for contacting with the stationary stop, and twosets of car-contacting devices at its ends, substantially as set forth.

6. In a car-arresting and releasing mechanism, the combination with therelatively fixed stop, the rotary stop adapted to move bodily forward,and the spring for resisting such bodily movement forward,substantiallyas set forth.

7. In a mechanism for arresting and releasing cars, the combination withthe rotary stop devices adapted to move forward with the car whenreleased, and means for preventing them from rotating in the oppositedirection, substantially as set forth.

8. In a mechanism for arresting and releasing cars, the combination withthe rotary stop element and the shaft around which the stop element isadapted to freely rotate in CLARENCE R. OLAGHORN.

Witnesses:

A. D. HOKE, B0131. II. ORRISON.

